Transmission-gear.



P. EVANS.

TRANSMISSION GEAR.

APPLICATION FILED nov. 17, 1905. nnxnwnn mm. so, 1908.

905,677. Patented Dec. 1,1908.

3 SHEETS-SHEET 1.

IIIITI P, EVANS. TRANSMISSION GEAR.

APPLICATION FILED NOV. 17, 1905. RENEWED JUNE 30, 1908.

905,677. Patented Dec. 1,1908 3 SHEETS-SHEET 2.

P. EVANS.

TRANSMISSION GEAR. APPLICATION runnnov. 1.7,.19115, B'IBNEWED mm: sq, 1908.

905,677. Patented Dec. 1.1908.

8 SHEETS-SHEET 3.

yam W erated simultaneously with the UNITED STATES PATENT OFFICE. i i I POWELLJEVANS, QF PHILADELFHIA, PENNSYLVANIA.

7 i Specification of IetterafPatent.

Patented .Dec. 1, 1908.

Application filed November 17, 1905, No.287g910. .Bcnmd lune 30, 1908. Serial No. 441,258.

To'all whom 'it may concern:

Be it known that 1,,Poum Evan's, a citizen of the United States, residing in .Phila' delphia, Pennsylvania, have invented a Transmission-Gear, of which the following is a specification. a

One object of my invention is to provide a relatively simple and at the same time ef ficient transmission gear particularly designed to'operatively connect an engine or other driving shaft witha shaft to be driven which extends in a line at right angles. to said driving shaft. Y j

A further object of my invention is to provide a transmissiongear having the abovecharacteristics, by which it shall be possible to operate a driven shaft at any desired one of a number of speeds in one direction or at a single speed in an opposite direction, from a single driven shaft always turning in the same direction; the device contemplating moreover means whereby-certain of the gears connected to the driving shaft may be thrown out of mesh with gears on the driven shaft, preferably by means of mechanism opact of changing from one speed to another.

Another object of my invention is to, provide 8. transmission gear for connecting a driving with a driven shaft at right angles thereto whichshall require but a single set.

These objects I attain as hereinafter set forth, reference being had to the accompanying drawings, in wl11ch:-

Figure 1, is a horizontal section showing the detail construction and the arrangementof parts of my improved transmission gear; Figs. 2, 3 and 4, are side elevations 'of various details of the device Fig. 5, is a vertical section. of the mechanism shown in F ig.'1, taken on the line 55 of said'figure, and Figs. 6 and 7, are vertical sections'taken respectively on the lines 6-6 and 7-7 of Fig. 1.

Referring to the abovedrawings, sents a casing of suitable form completely inclosing the apparatus hereafter described and said casing is made in two parts, an upper a and a lower a, held together by suitable meansand provided with'a removable cover 0 by which access'to its interior etc. Extending into the casing A from one end. of the same is a shaft-B, which I shall 'ion 6 A repre is a cam guide purpose of inspection,

hereafter're'fer' to as the engine-shaft, and

this is supported in bearings b, b and b,

respectively at the about the middle, erably ball arings.

ends ofthe casing andthe two latter being pref shaft B is a shaft 0 to be driven and it will be seen that this operates within a tubular shaft C carried in bearings c and c in case A. Upon the engine-shaft B is keyed a pinwith one face of which the balls of the bearing bpreferably engage. A collar b, preferably formed integral with the shaft has on one side of it a ring 6 and between this are confined three beveled gears loose on the shaft B, respectively indicated by the numerals 2, 3 and 4; these gears having in the present instance ball bearings between their adjacent faces. If desired, however, said gears may have and the balls of the bearing b between them collars fastened, to.shaft B, so that there is no trans-- mission of Also loosely the opposite side of pressure from one to. another. carried by said shaft, but upon the collar 6, is a fourth beveled gear, indicated by the numeral 1,

which is not only free to turn independently of the shaft B, but is also free to move longitudinally thereon under the action ofa lever D, which is forked to engage a suitable groove formed in an extension of said gear a 1, as shown in Fig. 6.

in which slides a key or spline b, whereby any one of the gears 1, 2, 3 or 4, may at will. be operatively connected to and driven b said shaft according to'the position of sa'i spline. In order to move the s it a The shaft B is provided with a. .key

grooved collar b, with W ich engages line I fix to I the forked end-of an arm 6 rigidly attached I to a longitudinally movable bar E .extending through an opening in the guided by means of a supporting structure e, having an undercut groove for therece tion of a rib e on said bar E, as plai y shown in Fig. 1. 1

Attached to and movable with the bar E iece having two grooves a and e, of whic belon ing to a lever D carriedupon a pin F The groove-e of the cam army of a lever G,

gages a collar h fixed on a shaft supportv one is designed to engage with the suitably formed'end of an arm 12 casing A and and cause it to move shaft H through a distance sufficient to and afterwards throw or dilfereniial mechanism.

parts of the shaft ed in suitable hearings in the casing A, and extending in a line parallel to the engineshaft B. Said shaft H has fixed to it a gear 72. meshing with the gear 6 of the shaft B, and also carries a beveled gear h capable of meshing with a beveled gear a permanently fixed to the tubular shaft 0. Moreover, this shaft H is capable of being moved longitudinally, under the action of the lever G, so as to throw both the gear -h and the gear h out of engagement. with the gears b and 0 respectively.

From Fig. 1, it will be seen that the tubular shaft C carries, or has fixed to it, what may be described as a structure supportin a series -,of beveled gears or, annular 'beve ed racks,there being also a hub portion I through which extends the driven shaft C. Said hub portion is hollowand contains anauxiliary spindle i supported in suitable bearings and provided with a beveled pinion c" meshing with similar beveled pinions c and a", respectively fixed to the adjacent ends of the two parts of the driven shaft C in such manner as to form tlze well known compensating T 0 this hollow hub structure I are secured the four circular beveled racks 5, 6, 7 and 8, respectively meshing with the beveled gears 1, 2,3 and l on the-shaft B. 1

With this arrangement of partsin the relative positions shown in Fig. 1, the turning of the engine-shaft B drives the gear h from the pinion b and thereby turns the sliaft H, pinion l1", beveled gear 0 and tubular shaft 0 in a direction the reverse of what is its normal-direction. If, now, the

rod E be moved into the case by any of the various forms of operating devices known to this-art, the arm 9 is at once engaged by the cam groove 6* of the cam piece on saidrod in such manner as to swing the lever G lon itudinally first disengage gears h? and 0 gear h out of mesh with pinion b". A further movement of the rod E in the same direction moves the collar 6 .and consequently the spline I), through adistance suflicient to cause said splineito operatively couple the beveled gear 1 with the shaft B, so that this gear, which meshes with the beveled annular rack 5, turns the latter with the hub portion I and the tubular shaft C in a forward direction, also turning the two C in a corres onding direction through the medium of t e differential gear. Said driven shaft C is therefore given its lowest forwardyspeed. Another movement of the rod E in the same direction as formerly, moves theend b of the spline b out of-engagement with the key-way of gear 1, after which said gear is moved-longitudinally'upon the shaft B out of mesh with the annular rack 5 by reason of the action of the arm at of lever D, on its pivot by the action of the cam groove 6 upon the end of the arm (Z of said lever. Immediately thereafter the end I) of the line opera'tively couples beveled gear 2 with. the shaft B, sothat the tubular shaft C is driven through the annular rack 6, at a higher speed than previously. Further, inward movements 'of the rod E successively connect beveled gears 3 and 4 with t e shaft B and so further speeds u tubula shaft C and consequently the di'iven shaft C. Moving the rod E outwardly of the case performs the above noted operations in a reverse order to that described. I

It will be seen that by this arrangement of parts one of the forward driving gears is thrown out of-mesh with its annular rack whenever the tubular shaft C" is operating at any of the three higher speeds, in addition to'which all of the reverse gearing is absolutely idle except at such times as it s actually in use. It will be further noted that the efliciency of my improved combinaion is relatively high, by reason of the fact that the power is transmitted directly fromv the driving to the driven shaft on the forwhich is turned ward speeds. By these means I avoid the very serious efficiency losses as well as the increased weight and expense always found when an intermediate sh aft, with its gearing,

- is employed to connect two shafts.

I claim as my invention: 1. A transmission gear consisting of two shafts extending in lines at right angles to each other, a series of beveled gears fixed to one shaft, a second series of beveled gears on the other shaft and respectively meshing with the gears of the first shaft, means .for operatively connecting at will any one .of said gears to its shaft to change the relative speedof the other shaft, with reverse gearing capable of being made to connect said two shafts, and means for. throwing out of mesh the members of said reverse gearing when they are out of use, substantially as described.

2. :A transmission gear consisting of two shafts extending in lines at right angles to each other, a third shaft substantially'parallel to one of the shafts, a series of beveled gears fixed to one shaft, a second series of beveled gears on another shaft and respectively meshing with the gears of the first shaft, means for operatively 'connectintg at will any one of said gears to'its sha to change the relative speed of the other shaft,

beveled gearing capable of connecting the first and third shafts, plane gears capable of connecting the second and third shafts, and means for moving thethirdshaft to operatively disconnect it from both the other shafts when said third shaft is not required to transmit power, substantially as described. 3 A transmisslon gear consisting of two loose on the other shaft and shafts extending in lines at right angles to each other, a series of beveled gears fixed to one shaft, a second series of beveled gears respectively meshing with the gears of the first shaft, means for operatively connecting at will any one of said loose gears to its shaft to change the relative speed of the other shaft, the first of said loose gears being longitudinally slidable on its shaft and being' provided with mechanism for moving it at will to an extent sufficient to free it from engagement with its corresponding gear on the other shaft,-substantially as described. I

4. A transmission gear consisting of two shafts extending in lines at rightangles to each other, a series of beveled gears fixed on one shaft, a second series of beveled gears loose on the other shaft and respectively meshing with the gears of the first shaft, means including a sliding key and a rod for moving said key for operatively connecting at will any one of the loose gears to its shaft, with reverse gearing capable of being made to connect said two shafts, and operatively connected with said loose gear connecting means, substantially as described.

5. A transmission shafts extending in lines at right angles to each other, a series ofbeveled gears fixed on one shaft, a second series of beveled gears loose on the other shaft and respectively meshing with the gears of the first shaft, means for operatively connecting at will any one of said loose gears to its shaft, and means for throwing a loose gear out of mesh with its corresponding gear on the other shaft when another loose gear is operatively connected to its shaft, substantially as described.

6. A transmission gear consisting of two shafts extending in lines at right angles to each other, a series of beveled gears fixed on one shaft, a second series of beveled gears loose on the other shaft and respectively meshing with the ears of the first shaft,

means for operativel y connecting at will any one of said loose gears to its shaft, with an operating bar whereby a loose gear may be moved longitudinally upon its shaft out of mesh with its corresponding beveled gear, said bar being operatively connected to the means for connecting the loose gears to their shaft, substantially as described.

7. A transmission gear consisting of two shafts at right angles to each other, two sets of gears on said shafts respectively meshing with each other, means for operatively connecting any one of the gears of one set to its supporting shaft, a third shaft geared to said latter shaft and extending parallel thereto, beveled gearing connecting said third shaft to the shaft at right angles to it, means for longitudinally moving the third shaft to disconnect it from the shaft parallel to it, and a device common to said discongear consisting of two driving and on necting means and to the means for connecting the beveled gears to their shaft, for actuating both of said means, substantially as described.

8. A transmission gear consisting of two.

shafts at right angles to each, other, a series of beveled gears fixed on one shaft, a second series of beveled gears loose on the other" shaft and respectively meshing with the gears of the first shaft, a key for operatively connecting at will any one of said loose gears to its shaft, a reversing gear including a. third shaft parallel to the key shaft and supported so as to be movable longitudinally two gears on the third shaft, and a gear on the key shaft meshing with one of said gears, with means common to the key and to the reversing gear for operating both of the same, substantially as described.

9. The combination of a driving and a driven shaft, a series of beveled gears on the driven shaft, a second series of beveled gears loose on the driving shaft, a key for connecting any one of said latter gears to said driving shaft, a lever for moving a loose gear on its shaft, means for shifting the position of said lever, and a bar operatively connected both to the-key and to said lever-shifting means for operating both of the same, substantially as described. a

10. The combination of a driving, a driven and a reverse shaft, a series of beveled gears on the driven shaft, a second series of beveled gears loose on the driving shaft, a key for connectingany of said latter gears to said driving shaft, gears respectively on the the reverse shafts, means including a lever for moving said latter gears into and out of mesh, means for moving said lever, and a bar operatively connected both to the key and to said means for moving both of the same, substantially as described.

11. The combination of a driving, a driven and a reverse shaft, a series of beveled gears on the driven shaft, a second series of bev-, eled gears loose on the driving shaft, a key for connecting any one of said latter gears to said driving shaft, gears respectively on the driving and on the reverse shafts, means including a lever for moving said latter gears into and out of mesh, a cam for moving said lever, and a bar operatively connected both to the key and to said cam for moving both of the same, substantially as described.

12. The combination of driving and driven shafts supported at right angles to each other, with a reverse shaft, gears directly connecting the driving and the driven shafts, other gears connecting said two shafts through the reverse shaft, with means including arms, and a rod having cams for moving said arms for first operatively disconnecting the reverse shaft from the driving shaft, then directl connecting the drivfor a relatively'lowspeed, then throwing the ing with the driven s aft for any one of a slow-speed gears out of mesh and afterward 15 plurality of forward speeds, substantially as directly connecting said two shafts for described. w higher speeds, said means having a single- 1 13. The com inationof driving and driven operating bar, substantially as described. shafts supported at ri ht angles to each In testimony whereof, I have signed my other, with a reverse aft, gears directly name to this specification, in thepresence of 20 connecting the driving and the:1 driven sliafftts, two subscribing witnesses.

other gears connecting sai two s a s 7 through the'reverse shaft, with means for POWELL EVANS first o eratively disconnecting the reverse Witnesses: I shaft rom the driving shaft, then directly CHARLES C. NORRIS, Jr.',- connecting the driving with'the driven shaft WILLIAM E. BRADLEY. 

